WANT A 2018 LINCOLN MKC? YOU’VE GOT A FEW OPTIONS
Vehicle is surprisingly competitive in its segment, but check out the alternatives
So you want a Lincoln MKC. Not a bad choice. It’s a pretty good vehicle. The MKC combines a decent ride, adequate handling and, at least in the case of the optional engine, better-than-average performance.
The optional 2.3-litre EcoBoost, also used in a slightly different state of tune in the Mustang, is a little powerhouse, churning out 285 horsepower and an even more impressive 305 pound-feet of torque. That’s 40 horses and 30 lb-ft more than the base 2.0-L EcoBoost turbo-four, and is definitely worth opting for. Passing power is excellent and the engine is also relatively smooth. All in all, the MKC competes well with most of its luxury competition, even the Germans.
The only fly in the ointment is the automatic transmission. It only fields six gears — the usual these days is seven or eight, and sometimes even nine — and often feels like a CVT, the way it holds onto revs a little too long. Nonetheless, it’s an impressive powertrain.
Lincoln’s adaptive suspension is quite comfortable, though access through the Lincoln Control function that chooses the driving modes — Comfort, Normal and Sport — is a little wonky. All-wheel drive is standard, and with the upmarket 2.3-L engine, the MKC can tow 1,360 lbs. That obviously doesn’t rival a Navigator, but it is sufficient for SkiDoos, dirt bikes and the like.
Inside, the MKC is a bit of a mixed bag. The Sync infotainment system, for instance, is much improved over previous generations, but is still not as easy to use as FCA’s Uconnect. The leather is nice, but the pushbutton transmission, meant to evoke classic Lincoln shifters of old, doesn’t quite carry it off because the buttons are just basic black plastic.
One thing the MKC does very well — better than any of its direct competition, actually — is make music. Don’t Walk Away has never sounded so forceful in a entry-level luxury crossover. The optional 700-watt THX II system is a little bass heavy, but Toni Child’s booming voice is as forceful in the Lincoln as it is many an uber-luxury sedan, and well worth the $1,100 Lincoln is asking for it.
If you want the highest-tech, gasoline-fuelled four-cylinder engine extant, you’ll have to shop Infiniti’s latest QX50. It’s VC Turbo — as in variable compression — 2.0-L engine really is a triumph of sophistication, and not a little complication, over the inefficiencies of internal combustion. Able to vary its compression ratio between 8.0:1 and 14.0:1, Infiniti’s VC offers the best of two worlds: decent power when called upon and miserly fuel economy the rest of the time. Although not quite as powerful as the Lincoln’s 2.3-L engine — the VC’s numbers are 268 hp and 280 lb-ft — the QX50’s rated overall fuel economy of 7.8 L/100 km is almost 20 per cent better than either of the MKC’s powertrains. The baby QX is also relatively smooth and well appointed, with numerous luxury items and lots of safety gadgets. Its deficits include a noticeably rougher ride, a little higher price, and styling that is not as mainstream as the Lincoln.
If you fancy an Acura, the RDX is all new for 2019. And like virtually everyone else in the luxury sport-cute segment, it has gone turbo, replacing the previous generation’s 3.5-L V6 with a 2.0-L four-cylinder. Acura’s version fits right in with the rest, putting out 272 hp and 280 lb-ft of torque. It’s equal to most, but a little behind the 2.3-L MKC. However, there’s no turbo lag whatsoever and torque kicks in at just 1,800 rpm, so it’s a little more responsive than you might expect.
One advantage the RDX has is Acura’s sophisticated Super Handling All Wheel Drive system. SH-AWD can, depending on the circumstances, send up to 70 per cent of torque to the rear axle, and from there, distribute up to 100 per cent to either rear wheel. Combined with a Snow drive mode that specifically tailors the traction control system for slippery roads, and you’re going to have to work at getting stuck.
The RDX relies less on touch screens and more on traditional controls. Audio volume, climate control settings and seat-heater temperature all have separate switchgear, which means not having to wade through layers of submenus to complete a simple task. On the other hand, Acura may have gone too far by using buttons and toggles for the transmission controls, which aren’t as intuitive as a traditional lever.
Back on the positive side, there’s 4G Wi-Fi on board, as well as Apple CarPlay and Android Auto connectivity. Like the Infiniti, the RDX’s styling may be a bit angular for some folk, but overall it’s a big improvement over the previousgeneration model.
If you want a cheaper MKC, then you need a Ford Escape, which is the MKC for those on a budget.
Aside from the Escape being a little narrower but a little taller, the two are literally twins. The Ford, however, makes do with a 2.5-L non-turbo in-line four as the base engine. There’s also an optional 1.5-L EcoBoost in-line four, and the Escape’s top-line engine — the 2.0-L EcoBoost four — is the base engine in the MKC.
As well, while all MKCs get an “intelligent” all-wheel-drive system, you have to move up to the top-of-the-line Titanium trim to get that in an Escape. That said, the most expensive Escape starts at $37,599, while the base version of the MKC rings in at $43,950.